Car-truck.



PATENTED AUG. 25, 1908.

W. G. MAYO. OAR TRUCK, APPLICATION FILED NOV. 25, 1907.

4 SHEETS-SHEET l.

abto'wwigo PATENTED AUG. 25,, 1908.

W. C. MAYO.

GAR TRUCK.

APPLICATION FILED NOV. 25, 1907.

4 SHEETSSH EET 3.

alitorngg o PATENTED'AUG; 25, 1908.

W. 0. MAYO.

GAR TRUCK. APPLICATION FILED NOV. 25 1907.

'4SHEETSSHEET 4.

I I Todll whom it may concern:

1 UNITED STATES PATENT OFFICE.

WILL 1AM O. MAYi), OF EL PASO, DIRECT AND MESN E ASSIGNMENTS, OF TWO-THIRDS TO HIMSELF, AND GEORGE E. BRIGGS, O1 BARSTOW, TEXAS, AND ONE- THIRD TO JOHN HOU LEH AN, OF EL PASO, TEXAS. 7 i

' CAR-TRUCK.

Specification of Letters Patent.

Patented Aug, 25, 1908.

Application filed November 25, 1907. Serial No. 403,773.

Be it ,known that I, WILLIAM G. MAYo, a citizen of the United States,'residing at'-El Pa'so, in the county of El Paso and State of Texas; have invented a newand useful Car- Truck, of which the following is a specifica- This invention has referenceto improvements in car trucks; and is designed to pro-. vide a car truck structure'espccially adapted for highspeed heavy cars and for the reception of driving means where the prime mover. is on the body of the car and not in the truck.

lhe present invention is particularly usefui in connection with a traction system which I have in part devised wherein the cars are each a complete unit .referably using a prime mover in the form 0 an explosive engine of high power, and these cars are intended foreither city, suburban, or interstate trafiic, and particularly where high speed is to be maintained, even. on curves, in which latter case the trucks are automatically constrained to hug the track and are therefore subjected to heavy strains due to the tendency of the heavy car body to follow a straight course when entering a curve.

The object of the present invention is to provide a car truck which will stand up under the unusually heavy strains due to high soecd andv massive equi ment, and which without undue weight wi l' have ample margin of safety, but which is also well adapted to receive transmission mechanism in cases where motive elem 'nt is secured, to the car and notto the truck.

The invention comprises a truck frame in which the axle journal boxes are mounted in yokes formed at the ends of a heavy compound connecting bar on each side of'the truck, and the yokes are likewise connected'f together by a truss structure which will re- .sist heavy strains. The truss connections and compound bars on the two sides of the truck are connected together by channel bolsters and bracket plates. Between the channel bolsters and the connecting parts enacting therewith there is located a'box girder carrying at its upper end a circular bearing head supporting a similar head fast on the botloniof the car, and the two heads are securmltogether by a suitable king bolt. The box girder is connected to the main part utilized as drive axles.

with some parts shown in section.

of the truck by link connections which per- 1nit the girder :to have vertical movement with relation to the truck through interposed springs, and the support for the girder upon the springs is by means of an equalizer structure on each side of the truck.

Since in the system to which this invention articularl T relates altl'io'u 'h not necessarilv d r: c

confined thereto, the prime mover is carried upon the body of the car, both a des of the truck, considering a four-wheel truck, are 7 For this purpose, there is employed a universal transmission gear such as is shown and described in application No. 391,525, filed Sept. 5, 1907 by myself and my collaborator, John Houlehan, and in the present invention, the truck is provided with suitable supporting means adapted to carry such universal transmission gear with provision for holding one member of the samein fixed relation to the car body with respect to the turning movement of the truck,'but permitting the car body to move.

up and down with relation to the car truck through the intermediary of the springs, permitting, therefore, a relative vertical mov'e mentbetween the car body and transmission ear. g The invention will .be best understood from a consideration of 'the following detail description, taken in connection with the accompanying drawings forming part of this specification, in which drawings,

Figure 1 IS a side elevation of the truck Flg. 2 1s a plan view with parts omitted. Fig. 3 is a central section with some parts out by the section omitted and also the more distant parts omitted. Fig. 4 is adetail section showing one of the channel girders connecting the side frames of the truck. Fig. 5 is a cross section ofthe box girder showing some of the remoter parts in elevation. Figs. 6

' and 7 are detail views of the connecting element between the truck and car body and on which the truck pivots. Fig. 8 is a detail view of the transmission gear.

Referring to. the drawings, the side member of the truck is shown composed of an upper tic bar 1, a lower tie bar 2, and an arch bar 3 coacting with the lower tie bar. The upper bar 1 is composed of two members 4, 5 spaced apart by spacing blocks 6 and se cured together by bolts 7. llach n'iember ot' the tie bar terminates in a pedestal R arched at its upper end, as shonn at 9, and there connected by a bolt or rivet it) carrying a spacing sleeve 1 1. members ol the tie bar I, either bolts or rivets, or both, may be used. The lower ends oi the legs ot the pedestal S are connected by bolts or rivets 12 passing through. spacing blocks 13 on which are formed downwardly extending threaded stems l-lre eiving nuts The stems l4 receive the ends ot the other tie bar 2 connecting the lower ends ot the pedestals and also receive. the ends of the arch bar 3, the latter being imturned at its extreme ends, as indicated at 'ItS, to partially embrace the ends of the lower tie bar.

In the pedestals are journal boxes 17 channeled at the sides to receive the legs of the pedestals, so that these journal boxes may have a relative. up and down u'iovement in the pedestals. The journal boxes are a vided with hearing brasses l8 engaging the journal ends of the axles It) in the usual man: mi, and upon these axles are mounted the. wheels 20 of any suitable type.

In the arched portion of each pedestal there is located a crown block Ll between which and the respective journal box 17 there is contined a heavy compound spring 22. Each journal box is provided with the usual pivoted cover 23. Secured to the lower tie bar and to the arch bar are two channel beams 24, 24 extending from one side mem ber of the truck across to the other side member ot the truck between the wheels, and connecting these channel beams to the upper tie. bar are angle plates 25, best shown in Fig. 4.

\Vithin the space between the channel beams, and angle plates 25, there is located a box-girder bolster 26, best shown in Figs. 3 and 5. This bolster is supported at the ends by links 27 pivotally connected at one end to the girder by bolts 28 and pivotally connected at the other end by bolts 2.) to the lower ends of hangers 30, the upper ends of which latter are formed into hooked-shaped extein sions embracing the inner members of the tie bar 1. The free ends of the hooks 31 on each side of the truck engage an equalizer bar 32,

the center of which latter rests upon a double. head gib roller 33 seated in arcs in the 'spectivepedestal. This places the weight of the car very close to the journals of the axles.

Secured to the center of the bolster at the top thereof is a center plate in the form ol' a circular casting 4-0 having a central pert'oration 41 for the passage of the king bolt, and

In the assembling of the surrounding this perforation the-top of the plate or casting is formed with concentric angular ribs 42.

Fast on the bottom of the car body is a circular casting 3 having peripheral brackets l4 t'ormed thereon and from which extend bolts or other securing means, not shown, through spacing blocks 45 to the car bolster.

The under l'ace of the casting 43 is formedwith an annular boss 46 enterlng between the annular ribs oi the plate or casting 40. By the application of a king-bolt (not shown) the plate it! and casting 43 are securely coupled, but in such manner that one is free to turn with relation to the other on a vertieal axis and cannot be laterally displaced l)( -ause ot' the engaging boss and ribs. The king-bolt has a nut and key and thus securing the parts together independent of gravity and thus ditl ers trom the usual (oustruction.

Projecting diametrieally throws and projecting on opposite les oi the casting l3 and overthe head ot' the king-bolt, is abolt l7 carrying beyond the casting the tree ends of i a yoke 48, the arms of which extend down ward through segmental recesses 49 on opposite sides ol the plate or casting 10 and into the box bolster 26. This yok e engages ears lf) on opposite sides ol the casing 50 of the universal gear structure shown in my aforesaid applimtion, and which is onlyconventionally shown in the accompanying drawmgs.

in Fig. 2, the drive shaft 51 ct this transmission gear isshown at an angle to-the longitudinal central plane. of the truck. This is done to indicate approximately the extent of movement the truck may have about the king bolt without interfering with the transmission of power from the drive shaft 51 through the universal transmission gear. From the transmission gear extends a shaft 52 mounted in journal boxes 58 on the channel beams 24, and at each end the shaft 52 carries a bevel pinion 54 meshing with a similar bevel pinion 55 fast on the respective axle It). While have shown bevel pinions of ordinary type in the drawing, it is to be understood that I prefer to use the roller type of pinions shown in my aforesaidapplication, and, therefore, the showing in the drawing of this application with respect to the pinions is to be taken as illustrative only. The yoke 48, being fast to the car body, participates in the movements of the car body and the transmission gear asing 5t) participates in all movements, relative or actual, of the car body on a vertical Those movements of the car body which are permitted by the spring are not participated in by the transmission gear, for in'such case the yoke 48 slides up and down through the cars 49. it will be understood that the bolster 20, it made of solid plates, it ill be suitably slotted or erforated for )arts which must pass throw i he same. *or instance it ma be e u v a y w provided with slots such as indicated at 56 in Fig. 3 for the passage of the shaft 52.

On each side of'the truck between the wheels and carried by the arch bar 3 is an electric track shoe 59 which need not be herein described or shown in detail, since it forms the subject-matter of another application for Letters-Patent. It maybe stated, however, that this track shoe is designed to overcome the effects of centrifugal force when a car enters a curve, so that the car may take curve at as high. speed as when running on the straight track, even when the curve is sharp, and the shoe is also designed to augment the wheel brakes on an emergency application of the air brake system with which, under the general system to which this invention relates, all thecars are supplied. The application. of the track brake under emergency conditions means very heavy strains upon the truck structure, and the present involition is designed to produce a truck struc rure which will resist such strains, as well as the more common strains and stresses due to the exigencies of high speed traffic.

In Fig. l the box girder and castings 40 and 435 constituting the structure by which the car is secured to'the truck is shown rather high above the truck. It will be understood, however, that these parts will be of proper height and suitably constructed for individual cases, and are of course not necei sary to the proposition shown in the drawings.

1 claim?- 1. in a truck structure for railway cars, a side frame therefor composed of an upper tie bar having pedestals formed on the ends thereof and projecting downward therefrom, and a lower tie bar and arch bar both secured to and comiecting the lower ends of the pedestals.

2. In a truck structure for railway cars, a side frame therefor composed of an upper composite tie bar formed of two like members spaced apart but connected together and each formed on the ends with like pedestal sections also spaced apart but connected together and projecting downward from the tie bar, and a lower tie bar and arch bar both secured to and connecting the lower ends of the pedestal.

3. In atruck structure for railway cars; a side frame therefor com )osed of an upper tie bar having pedestals ormed on the ends thereof and projecting downward therefrom, a lower tie bar and arch bar both secured to and connecting the lower ends of the pedestals, journal boxes for the car wheel axles movable in the pedestals, and s rings interposed between the top of the ax e boxes and,

the crown of the pedestals 4'. In a truck structure for railway cars, a side frame therefor com osed of an-upperti'e bar having pedestals ormed on the ends thereof and projecting downward therefrom, a lower tie bar and arch bar both secured to and connected with the lower ends of the pedestals, cross channel beams secured to and connecting the lower tie bar and arch bar on each side of the truck, and brackets connecting the channel bars and top tie bar of each side frame.

5. In a truckstructure for railway cars,

side frames therefor carryingthe pedestals for the car axle journal boxes, cross beams spaced apart and connecting the side frames,

-.a box'girder upon which the car body is mounted, springs carried by the side frames, an equalizer bar upheld by each side spring, and ivotal links between the girder and equa izer bar.

6. Ina truck'structure for railway cars, side frames connecting the car axles, an elli tical spring extending lengthwise of each si( 0 frame, hangers for the spring supported by the side frame near the journal boxes for the car axles, an equalizer bar supported midway of the spring, a girder for supporting thecar body, and link connections between the girder and equalizer bar. j 7, Ina truck structure for railway cars, side frames thereof carrying the pedestals for the car axle journal boxes, an elliptical spring extending lengthwise of each side frame, hangers for the spring supported by the respective side frame near the journal boxes for the car axles, springs inter osed between the hangers and the' ends 0 the elliptical spring, an equalizer bar supported midway of the spring, a girder for supporting the car body, and link connections between the girder and equalizer bar.

' S. In a truck structure for railway cars, side frames connecting the car axles, an elliptical spring extending lengthwise of each side frame, saddle hangers adjacent to the ear axle journal boxes and supported by the respective side frames, a spring carried by ported midway of the spring, a girder for v supporting the car body, and link connecframe near the journal boxes of the axles, an

equalizer bar over-riding the central portion of the elliptical spring, a gib roller interposed between the spring and the central portion of the equalizer bar, hangers engaging the free ends of the equalizer bar, a cross girder for the car body, and link connections between said girder and said hangers.

10. A truck structure for railway cars, a cross girder for supporting the car body, equalizer bars carrying said cross girder, springs interposed between each equalizer bar and the corresponding end frame of the truck, and other springs interposed between each end frame of the truck and the corresponding journal boxes for the car axles. I

1].. In a truck structure for railway cars, side frames connecting the car axles, channel, cross beams spaced apart and connecting the side frames between the car wheels andloca'ted near the bottom of the side frames, braces leading from said channel beams to the tops of the side frames, a box girder litting between and guided by the channel beams and braces, and spring connections. between ,the box girder and the side frames of the truck.

12. In a truck structure for railway cars, side frames each composed of a top tie bar, pedestals depending from the ends of the bar, a lower tie bar connecting the lower ends of the pedestals, an arch bar also connecting the lower ends of the pedestals, cross channel beams connected to the bottom tie bar and arch bar of each side frame and extending from one side frame to the other, braces connecting the channel beams to'the top tie bars of the frames, a box girder be tween the channel beams and braces connected thereto, a bearing plate on top of the girder forming a pivotal support for a car body, springs interposed between the girder and side frames of the truck, and other springs interposed between the side frames and the car axle journal boxes.

13. In a truck structure for railway cars, a transmission gearing mounted on the car truck in the vertical. axis thereof and connected to the axles, driving means for the transmission gearing leading from the car body, and means for maintaining the transmission gearing on the truck in alinement with the car body but permitting relative Vertical. movement between the car body and the t ansmission gearing.

14. In a truck structure for railway cars, a transmission gearing mounted on the car truck and connected to the axles, driving means for the transmissioi'i gearing leading from the car body, and a yoke fast on the car body and straddling the vertical axis of the truck and engaging the transmission gearing to constrain it to remain in alinement with the car body.

15. In a truck structurefor railway cars, a transmission gearing mounted on the car truck and connected to the axles, driving means for the transmission gearing leading from the car body, and a yoke hung pendently from the horizontal axis at right angles to the vertical axis of the car truck, said yoke straddling the vertical axis of the car truck and engaging the transmission gearing and constraining it to remain in alinement with the car body.

In testimony that I claim the foregoing as mysbwn, I have hereto affixed my signature in the presence of two witnesses.

WVILLIA'M C. IIIAYO.

Witnesses: i

IVM. ADAMS, G. N. Dyan. 

